Vehicle parameter adjusting method, device and equipment

Abstract

The embodiment of the invention relates to the technical field of vehicles, and discloses a vehicle parameter adjusting method, device and equipment, and the method comprises the steps: obtaining target bandwidth ranges corresponding to a plurality of smoothness indexes obtained through a smoothness test, and a change range of at least one parameter corresponding to a component in a suspension to be adjusted; the assembly comprises a hard point and an elastic element, and adjusting the change range of the at least one parameter according to the target bandwidth ranges corresponding to the plurality of smoothness indexes. By means of the technical scheme, the driving comfort of the vehicle can be improved, and therefore the carsickness possibility of the user is greatly reduced.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the technical field of vehicles, in particular to a vehicle parameter adjustment method, device and equipment. BACKGROUND

[0002] With the popularity of electric vehicles and autonomous driving technology, vehicle ride comfort has become a key factor affecting ride comfort. Longitudinal, lateral and vertical vibrations generated by the vehicle during driving are transmitted to the human body through seats, chassis, etc. In particular, in urban congestion conditions or continuous start-stop scenarios, frequent acceleration and deceleration can easily cause passengers to feel car sickness.

[0003] Existing suspension parameter optimization schemes are usually implemented based on the experience of engineers, and it is difficult to more objectively adjust the ride comfort of the vehicle. SUMMARY

[0004] In view of the above problems, embodiments of the present application provide a vehicle parameter adjustment method, device and equipment to solve the technical problems of low ride comfort and high car sickness risk of vehicles in the prior art.

[0005] According to an aspect of an embodiment of the present application, a vehicle parameter adjustment method is provided, the method comprising:

[0006] obtaining a target bandwidth range corresponding to each of a plurality of ride comfort indicators obtained by a ride comfort test, and a variation range of at least one parameter corresponding to a component in a suspension to be adjusted, the component including a hard point and an elastic element;

[0007] adjusting the variation range of the at least one parameter according to the target bandwidth range corresponding to each of the plurality of ride comfort indicators.

[0008] According to another aspect of an embodiment of the present application, a vehicle parameter adjustment device is provided, comprising:

[0009] an obtaining module configured to obtain a target bandwidth range corresponding to each of a plurality of ride comfort indicators obtained by a ride comfort test, and a variation range of at least one parameter corresponding to a component in a suspension to be adjusted, the component including a hard point and an elastic element;

[0010] an adjusting module configured to adjust the variation range of the at least one parameter according to the target bandwidth range corresponding to each of the plurality of ride comfort indicators.

[0011] According to another aspect of an embodiment of the present application, an electronic device is provided, comprising a processor, a memory, a communication interface and a communication bus, the processor, the memory and the communication interface completing communication with each other through the communication bus;

[0012] The memory is configured to store at least one executable instruction, and the executable instruction is configured to enable the processor to perform the operations of the vehicle parameter adjustment method.

[0013] According to another aspect of the embodiments of the present application, a computer readable storage medium is provided, and the storage medium stores at least one executable instruction, and the executable instruction is configured to enable the vehicle parameter adjustment device / electronic device to perform the operations of the vehicle parameter adjustment method.

[0014] According to another aspect of the embodiments of the present application, a computer program product is provided, and the computer program product comprises a computer program, and the computer program is configured to enable the vehicle parameter adjustment device / electronic device to perform the vehicle parameter adjustment method when the computer program is executed by a processor.

[0015] The embodiments of the present application can obtain the target bandwidth range corresponding to each of the plurality of ride comfort indexes obtained by the ride comfort test, and the variation range of at least one parameter of a component in the suspension to be adjusted, and the component comprises a hard point and an elastic element. The variation range of the at least one parameter is adjusted according to the target bandwidth range corresponding to each of the plurality of ride comfort indexes. In the technical solution, the target bandwidth range of the plurality of ride comfort indexes is associated with and comprehensively analyzed with the variation range of the parameters such as the suspension hard point position and the spring stiffness, so as to guide and constrain the adjustment direction of the parameters, significantly improve the development and tuning efficiency of the suspension system, and the variation range of the final performance parameters, and further increase the driving comfort of the vehicle, thereby greatly reducing the possibility of car sickness of the user.

[0016] The above description is only a summary of the technical solutions of the embodiments of the present application. In order to more clearly understand the technical means of the embodiments of the present application, the embodiments of the present application can be implemented according to the content of the description, and in order to make the above and other purposes, characteristics and advantages of the embodiments of the present application more obvious and easy to understand, the specific embodiments of the present application are described below. BRIEF DESCRIPTION OF DRAWINGS

[0017] The accompanying drawings are included to provide a further understanding of the embodiments of the present application, and are incorporated herein and constitute a part of the detailed description. The embodiments of the present application will be best understood by reference to the accompanying drawings, wherein:

[0018] Figure 1 A flow chart of a first embodiment of the vehicle parameter adjustment method provided by the present application is shown;

[0019] Figure 2 A flow chart of a second embodiment of the vehicle parameter adjustment method provided by the present application is shown;

[0020] Figure 3 A flow chart of a third embodiment of the vehicle parameter adjustment method provided by the present application is shown;

[0021] Figure 4 A structural schematic diagram of an embodiment of the adjustment device for vehicle parameters provided by the present application is shown.

[0022] Figure 5 A structural schematic diagram of an embodiment of the electronic device provided by the present application is shown. DETAILED DESCRIPTION

[0023] Exemplary embodiments of the present application will be described in detail with reference to the accompanying drawings. Although exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments set forth herein.

[0024] With the popularization of electric vehicles and autonomous driving technology, vehicle ride comfort has become a key factor affecting ride comfort. Longitudinal, lateral and vertical vibrations generated by the vehicle during driving are transmitted to the human body through seats, chassis, etc. In particular, in urban congestion conditions or continuous start-stop scenarios, frequent acceleration and deceleration can easily cause passengers to feel car sickness.

[0025] Therefore, how to suppress discomfort at a specific vibration frequency through optimization design of the suspension system has become an important research direction for improving ride quality.

[0026] Based on the above existing technical problems, the technical concept of the present application is as follows: starting from the essence that car sickness is caused by the physiological sensitivity of the human body to specific harsh transient conditions, it is realized that the current optimization method based on the average value of the overall data can mask these key dizziness-causing segments, and it is thought that by reverse thinking, the acceleration data that performs best under each ride comfort index is actively selected to accurately locate the problem, and the corresponding better target bandwidth range is derived from the acceleration data, which is used as an optimization target to adjust the suspension parameters, thereby directly suppressing the vibration source that causes car sickness.

[0027] The technical solutions of the present application will be described in detail below through specific embodiments. The execution subject of the present application is an electronic device. It should be noted that the following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments.

[0028] Figure 1 A flowchart of a first embodiment of the adjustment method for vehicle parameters provided by the present application is shown, which is executed by an electronic device. As shown in Figure 1 the method comprises the following steps:

[0029] Step 11, obtaining a target bandwidth range corresponding to each of a plurality of ride comfort indexes obtained by a ride comfort test, and a change range of at least one parameter of a component in a suspension to be adjusted;

[0030] The assembly comprises a hard point and an elastic element.

[0031] In this step, the target bandwidth range corresponding to each ride comfort index can be determined based on the speed data of the ride comfort index corresponding to the vehicle with good anti-dizziness effect collected during the ride comfort test of the plurality of vehicles.

[0032] Further, in order to more accurately adjust the at least one parameter of the component in the to-be-adjusted suspension, the variation range corresponding to each parameter is obtained.

[0033] Optionally, the ride comfort index comprises at least one of the following: front and rear fender pitch angle acceleration, front and left fender pitch angle acceleration, rear and left fender pitch angle acceleration, B-pillar lateral acceleration, vehicle pitch gradient-linear braking acceleration, and vehicle pitch gradient-linear acceleration.

[0034] Step 12: Adjusting the variation range of the at least one parameter according to the target bandwidth range corresponding to each ride comfort index.

[0035] In this step, the ADAMS analysis tool can be used to achieve the target bandwidth range that meets the anti-dizziness requirement by repeated iteration, so as to control the variation range adjustment of the parameters corresponding to the hard point and the elastic element in the suspension.

[0036] Optionally, one possible implementation of step 12 can be:

[0037] Step 1: Determining the correlation value of each ride comfort index to each parameter;

[0038] In this implementation, the parameters corresponding to the hard point and the elastic element of the suspension are input into the Adams / Isight module for sensitivity analysis to obtain the variation range of the at least one parameter and the index contribution rate of each ride comfort index to each parameter, i.e., the correlation value.

[0039] For example, the correlation value can be a contribution rate, and the contribution rate of ride comfort index B1 to parameter A1 is 45%, and the contribution rate of ride comfort index B1 to parameter A2 is 15%.

[0040] Step 2: For each parameter and each ride comfort index, if the correlation value of the ride comfort index to the parameter is greater than a first preset value, adjusting the variation range of the parameter according to the target bandwidth range corresponding to the ride comfort index.

[0041] In the implementation, for each parameter and each smoothness index, the correlation value of the smoothness index to the parameter is obtained first, and when the correlation value is larger, it is considered that the influence of the smoothness index on the variation range of the parameter is larger, and in the embodiment, the variation range of the parameter corresponding to the smoothness index with larger influence is adjusted preferentially.

[0042] If it is judged that the correlation value of the smoothness index to the parameter is larger, i.e., the correlation value is larger than a first preset value, such as 20%, the variation range adjustment of the parameter is performed based on the target bandwidth range corresponding to the smoothness index.

[0043] The implementation preferentially starts from the variation range of the parameter with larger correlation, which can avoid blind adjustment of the parameter, so as to improve the adjustment efficiency. For example, the variation range of the parameter A1 is adjusted first.

[0044] Optionally, the adjustment manner can be narrowing the variation range, expanding the variation range, and moving the range to the side with smaller or larger variation value.

[0045] It should be understood that in actual adjustment, the modification of the variation range is performed based on the size relationship between the first bandwidth range (described below) corresponding to the subsequent smoothness index and the target bandwidth range, i.e., whether to perform reverse adjustment.

[0046] Exemplarily, the implementation of the second step can be:

[0047] S1, adjusting the variation range of the parameter to obtain the adjusted variation range of the parameter;

[0048] In the implementation, the variation range of the parameter is adjusted in any of the above manners to obtain the adjusted variation range.

[0049] S2, determining the first bandwidth range corresponding to the smoothness index according to the adjusted variation range of the parameter;

[0050] In the implementation, the adjusted variation range of the parameter is input into the Adams / Car module to obtain the bandwidth range corresponding to the smoothness index, which is recorded as the first bandwidth range.

[0051] S3, if the first bandwidth range is not located in the target bandwidth range, repeating the step S1-S3 until the new first bandwidth range is located in the target bandwidth range, and taking the new adjusted variation range of the parameter as the variation range of the parameter of the suspension of the vehicle to be adjusted.

[0052] In the implementation, it is judged whether the first bandwidth range corresponding to the adjusted variation range of the parameter is located in the target bandwidth range with optimal evaluation corresponding to the smoothness index.

[0053] If the first bandwidth range is located in the target bandwidth range, it is considered that the current adjusted variation range of the parameter is a more reasonable variation range of the parameter, and the variation range of the parameter can be output; if the first bandwidth range is not located in the target bandwidth range, it is considered that the current adjusted variation range of the parameter is not a more reasonable variation range of the parameter, and the variation range of the parameter needs to be continuously adjusted, that is, the steps S1-S3 are repeated until a new first bandwidth range is located in the target bandwidth range.

[0054] Further, the above process is continuously repeated for the correlation smoothness indicators greater than the first preset value and the related parameters, so that the variation ranges of the involved parameters are reasonable.

[0055] The adjustment method for vehicle parameters provided by the embodiment of the application comprises the following steps: obtaining a target bandwidth range corresponding to each of a plurality of smoothness indicators obtained through smoothness testing, and a variation range of at least one parameter of a component in a suspension to be adjusted, the component comprising a hard point and an elastic element; and adjusting the variation range of the at least one parameter according to the target bandwidth range corresponding to each of the plurality of smoothness indicators. In the technical solution, the target bandwidth ranges of the plurality of smoothness indicators are associated with and comprehensively analyzed with the variation ranges of the suspension hard point position, spring stiffness and other parameters, so as to guide and constrain the adjustment direction of the parameters, significantly improve the development and tuning efficiency of the suspension system and the variation range of the final performance parameters, and further increase the driving comfort of the vehicle, thereby greatly reducing the possibility of car sickness of the user.

[0056] On the basis of the above embodiment, Figure 2 A flowchart of a second embodiment of the adjustment method for vehicle parameters provided by the application is shown, and the method is executed by an electronic device. As shown in Figure 2 The step 13 can comprise the following steps:

[0057] Step 21, obtaining first test data obtained through smoothness testing of a plurality of vehicles under a preset working condition;

[0058] The first test data comprises first acceleration data of different vehicles under a plurality of smoothness indicators in a preset road surface.

[0059] In this step, objective index determination and analysis processing can be performed on the smoothness performance in advance to obtain a plurality of smoothness indicators with relatively high correlation (with a preset performance value as a boundary line) affecting car sickness of the user. The plurality of smoothness indicators can be related indicators such as comfort, vehicle motion, acceleration pitch, deceleration pitch and the like.

[0060] For example, the actual evaluation of the above indicators is corresponding acceleration data.

[0061] Further, for different ride comfort indexes, under preset working conditions, i.e., under corresponding preset road surfaces and corresponding preset speeds, acceleration data of different types of test vehicles under the ride comfort indexes are acquired, denoted as first acceleration data.

[0062] In addition, the indexes with low correlation can be indexes related to impact feeling, such as front seat rail X (longitudinal) acceleration peak value (preset working condition: forced deceleration strip touch feeling (cutoff frequency lower than 40 Hz) - comfort road 30 km / h), rear seat rail X (longitudinal) acceleration peak value (preset working condition: forced deceleration strip touch feeling (cutoff frequency lower than 40 Hz) - comfort road 30 km / h), front pillar Z direction acceleration peak value (preset working condition: forced deceleration strip vibration (cutoff frequency lower than 40 Hz) - comfort road 30 km / h), and rear pillar Z direction acceleration peak value (preset working condition: forced deceleration strip vibration (cutoff frequency lower than 40 Hz) - comfort road 30 km / h).

[0063] In some implementations, the acceleration data acquisition process and the parameter processing process described below can also be performed on the indexes with low correlation, so as to increase the parameter accuracy of the suspension of the vehicle to be adjusted.

[0064] Optionally, the preset working conditions include at least one of the following: a concrete impact road, braking starting from a first preset speed; a broken cement road, turning at a second preset speed; a straight-line braking road, braking starting from a third preset speed; and a straight-line acceleration road, accelerating starting from a fourth preset speed.

[0065] In this implementation, the first preset speed can be 40 km / h; the second preset speed can be 30 km / h; the third preset speed can be 30 km / h; and the fourth preset speed can be 30 km / h.

[0066] For example, for different ride comfort indexes, the preset working conditions can be:

[0067] 1) front and rear fender pitch angle acceleration: concrete impact road - 40 km / h; 2) front and left fender roll angle acceleration: broken cement road - 30 km / h; 3) rear and left fender roll angle acceleration: broken cement road - 30 km / h; 4) B column Y direction lateral acceleration: broken cement road - 30 km / h; 5) vehicle pitch gradient - straight-line braking acceleration: broken cement road - 30 km / h; and 6) vehicle pitch gradient - straight-line acceleration acceleration: broken cement road - 30 km / h.

[0068] Step 22, for each ride comfort index, a target bandwidth range corresponding to the ride comfort index is determined according to the first acceleration data under the ride comfort index.

[0069] In this step, the first acceleration data corresponding to each smoothness index is obtained, and based on this, the comfort score of the vehicle can be evaluated. The bandwidth range corresponding to the first acceleration data with a higher score value is taken as the target bandwidth range corresponding to the smoothness index.

[0070] Optionally, the implementation of step 22 can be:

[0071] Step 1: According to the second preset value corresponding to the smoothness index, the first acceleration data is filtered to obtain the second acceleration data less than the second preset value.

[0072] In this implementation, the lower the corresponding acceleration value, the lower the possibility of car sickness, and the higher the comfort score. Furthermore, the second acceleration data of the vehicle is determined by the corresponding test actual data.

[0073] Example 1: Taking the front and rear fender pitch angle acceleration as an example of the smoothness index, and taking 60 different types of vehicles as an example, the distribution table of the first acceleration data of the front and rear fender pitch angle acceleration obtained by testing at 40 km / h on a concrete impact road is shown in Table 1:

[0074] Table 1:

[0075]

[0076] That is, the second preset value of the acceleration data corresponding to the front and rear fender pitch angle acceleration is 37.5; accordingly, the second acceleration data corresponding to the front and rear fender pitch angle acceleration is less than 37.5.

[0077] Example 2: Taking the front and rear fender pitch angle acceleration as an example of the smoothness index, and taking 59 different types of vehicles as an example, the distribution table of the first acceleration data of the front and rear fender pitch angle acceleration obtained by testing at 30 km / h on a damaged cement road is shown in Table 2:

[0078] Table 2:

[0079]

[0080] That is, the second preset value of the acceleration data corresponding to the front and rear fender pitch angle acceleration is 75.6; accordingly, the second acceleration data corresponding to the front and rear fender pitch angle acceleration is less than 75.6.

[0081] Example 3: Taking the front and rear fender pitch angle acceleration as an example of the smoothness index, and taking 60 different types of vehicles as an example, the distribution table of the first acceleration data of the front and rear fender pitch angle acceleration obtained by testing at 30 km / h on a damaged cement road is shown in Table 3:

[0082] Table 3:

[0083]

[0084] That is, the second preset value of the acceleration data corresponding to the lateral acceleration of the B-pillar in the Y direction is 1.87; and the second acceleration data corresponding to the lateral acceleration of the B-pillar in the Y direction is an acceleration lower than 1.87.

[0085] Example 4, taking the lateral acceleration of the B-pillar in the Y direction as an example of the ride index, and taking 60 vehicles of different types as examples, a distribution table of the first acceleration data of the lateral acceleration of the B-pillar in the Y direction obtained by testing on the broken cement road at 30 km / h is shown in Table 4:

[0086] Table 4:

[0087]

[0088] That is, the second preset value of the acceleration data corresponding to the lateral acceleration of the B-pillar in the Y direction is 1.87; and the second acceleration data corresponding to the lateral acceleration of the B-pillar in the Y direction is an acceleration lower than 1.87.

[0089] Example 5, taking the vehicle pitch gradient-straight-line braking acceleration as an example of the ride index, and taking 60 vehicles of different types as examples, a distribution table of the first acceleration data of the vehicle pitch gradient-straight-line braking acceleration obtained by testing on the broken cement road at 30 km / h is shown in Table 5:

[0090] Table 5:

[0091]

[0092] That is, the second preset value of the acceleration data corresponding to the vehicle pitch gradient-straight-line braking acceleration is 1.28; and the second acceleration data corresponding to the vehicle pitch gradient-straight-line braking acceleration is an acceleration lower than 1.28.

[0093] Example 6, taking the vehicle pitch gradient-straight-line acceleration as an example of the ride index, and taking 60 vehicles of different types as examples, a distribution table of the first acceleration data of the vehicle pitch gradient-straight-line acceleration obtained by testing on the broken cement road at 30 km / h is shown in Table 6:

[0094] Table 6:

[0095]

[0096] That is, the second preset value of the vehicle pitch gradient-linear acceleration acceleration corresponding to the acceleration data is 2.11; and the second acceleration data corresponding to the vehicle pitch gradient-linear acceleration acceleration is an acceleration lower than 2.11.

[0097] In a possible implementation, the first acceleration data is a root mean square (RMS) value.

[0098] Step 2, determining the target bandwidth range corresponding to the smoothness index according to the second acceleration data.

[0099] In this implementation, the second acceleration data corresponding to the smoothness index is input into the Adams / Car module to obtain the target bandwidth range corresponding to the smoothness index.

[0100] Optionally, before step 22, the method can further perform: filtering the first test data according to a first filtering range, the first filtering range being a hertz range determined based on a resonance response degree value of the human body.

[0101] In this implementation, the car sickness of the user is caused by vibrations below 1 Hz, which causes pathological phenomena such as nausea and vomiting of the occupant, and the main resonance frequency of the human body is:

[0102] 1) The average natural frequency of the human body is 4-5 Hz; the main internal organs (heart, stomach, kidney, abdomen, waist): 3-6 Hz; arm: 2-5 Hz; spine: 4-6 Hz; pelvis: 1-3 Hz; head and neck: 1-30 Hz; eyeball: 30-100 Hz;

[0103] 2) The resonance frequency of each part of the human body is 6 Hz for the whole body, 8 Hz for the abdominal cavity, 2-12 Hz for the chest cavity, and 17-25 Hz for the head. The most important part of the effect of the human body system on vibration is the "chest-abdominal" system, and the "chest-abdominal" system has obvious resonance response to vibration with a frequency of 3-8 Hz. Therefore, vibration with a frequency of 3-8 Hz has the greatest impact and harm on the human body.

[0104] Therefore, in actual implementation, the following can be included:

[0105] 1) For the smoothness index: front and rear fender pitch angle acceleration, the corresponding first filtering range can be 0.5-6 Hz.

[0106] For example, when the sensor measures the original angular acceleration signal (i.e. the first acceleration data) at the fender as the vehicle passes through the concrete impact road, the original signal is passed through a band-pass filter that only allows signal components with a frequency between 0.5-6 Hz to pass through, while shielding signals below 0.5 Hz and above 6 Hz. The root mean square value of the signal in the 0.5-6 Hz frequency band after filtering is calculated, i.e. the filtered first acceleration data is determined.

[0107] 2) For the smoothness index: front and left fender roll angle acceleration, the corresponding first filtering range can be 0.5-8H.

[0108] For example, when the sensor measures the original acceleration signal (i.e. the first acceleration data) at the front and left fender as the vehicle passes through the broken cement road, the original signal is passed through a band-pass filter that only allows signal components with a frequency between 0.5-8 Hz to pass through, while shielding signals below 0.5 Hz and above 8 Hz. The root mean square value of the signal in the 0.5-8 Hz frequency band after filtering is calculated, i.e. the filtered first acceleration data is determined.

[0109] 3) For the smoothness index: rear and left fender roll angle acceleration, the corresponding first filtering range can be 0.5-8H.

[0110] For example, when the sensor measures the original acceleration signal (i.e. the first acceleration data) at the rear and left fender as the vehicle passes through the broken cement road, the original signal is passed through a band-pass filter that only allows signal components with a frequency between 0.5-8 Hz to pass through, while shielding signals below 0.5 Hz and above 8 Hz. The root mean square value of the signal in the 0.5-8 Hz frequency band after filtering is calculated, i.e. the filtered first acceleration data is determined.

[0111] 4) For the smoothness index: B-pillar Y (transverse) lateral acceleration, the corresponding first filtering range can be 0.5-10H.

[0112] For example, when the sensor measures the original acceleration signal (i.e. the first acceleration data) at the B-pillar Y lateral as the vehicle passes through the broken cement road, the original signal is passed through a band-pass filter that only allows signal components with a frequency between 0.5-10 Hz to pass through, while shielding signals below 0.5 Hz and above 10 Hz. The root mean square value of the signal in the 0.5-10 Hz frequency band after filtering is calculated, i.e. the filtered first acceleration data is determined.

[0113] In addition, for the vehicle pitch gradient-straight line braking acceleration and the vehicle pitch gradient-straight line acceleration, the corresponding first filtering range can also be set based on actual conditions.

[0114] That is, the first acceleration data involved in the above is filtered to obtain filtered first acceleration data.

[0115] The adjustment method of vehicle parameters provided by the embodiment of the application comprises the following steps: obtaining first test data obtained by performing a smoothness test on a plurality of vehicles under a preset working condition; the first test data comprises first acceleration data of different vehicles under a plurality of smoothness indexes in a preset road surface; for each smoothness index, a target bandwidth range corresponding to the smoothness index is determined according to the first acceleration data under the smoothness index. In the technical solution, multi-dimensional smoothness actual measurement acceleration data of a plurality of vehicle models under different working conditions is collected, and an ideal target bandwidth range of each specific smoothness index is statistically determined and defined based on the big data sample, so as to provide an objective and quantitative performance target benchmark for subsequent design and adjustment of a suspension system, avoid the limitation of a single vehicle data or subjective experience setting, and significantly improve the accuracy of target setting, engineering applicability, and the accuracy and precision of the smoothness development of the whole vehicle.

[0116] On the basis of the above embodiment, Figure 3 A flow chart of a third embodiment of the adjustment method of vehicle parameters provided by the application is shown, and the method is executed by an electronic device. Figure 3 As shown in the figure, a possible implementation step comprises:

[0117] Design; obtain the anti-dizzy vehicle smoothness index range (i.e., the second acceleration data corresponding to the smoothness index); and input into Adams / Car to determine the target bandwidth range corresponding to the anti-dizzy vehicle smoothness index;

[0118] In addition, the hard point and elastic element parameters are also brought into Adams / Car analysis and calculation to obtain the acceleration data corresponding to the smoothness index, and the user can observe the difference from the second acceleration data, and then determine the necessity of adjusting the parameter range.

[0119] In addition, the hard point and elastic element parameters are also brought into Adams / Car analysis and calculation to obtain the acceleration data corresponding to the smoothness index, and the user can observe the difference from the second acceleration data, and then determine the necessity of adjusting the parameter range.

[0120] Further, in combination with the above-mentioned required range, parameter and index contribution rate, the parameters of the hard points and elastic elements (i.e. the positions of the hardware and the parameter range of the elastic elements) are adjusted; the adjusted hard point and elastic element parameters are brought into Adams / Car again for iterative calculation to obtain the performance index (the first bandwidth range corresponding to the ride comfort index) of the suspension; it is judged whether the performance index of the suspension meets the anti-car-sickness ride comfort index range; if yes, the current hard point and elastic element parameters are output to obtain the optimal design requirement, which is output to the whole vehicle for ride comfort performance design, that is, the effective parameter change range is finally obtained; otherwise, the iteration optimization is continued.

[0121] The vehicle parameter adjustment provided by the embodiments of the present application improves the anti-car-sickness ride comfort performance of the whole vehicle dynamic performance, improves the ride comfort performance of the whole vehicle, improves the user complaint of car sickness, improves the user satisfaction, and solves the related service problems.

[0122] Figure 4 An embodiment of a vehicle parameter adjustment device provided by the present application is shown in a structural schematic diagram. As shown in the figure, the device comprises: Figure 4

[0123] The acquisition module 41 is configured to acquire a plurality of ride comfort indexes corresponding to target bandwidth ranges obtained by ride comfort testing, and a change range of at least one parameter of a component in a suspension to be adjusted, the component comprising: a hard point and an elastic element.

[0124] The adjustment module 42 is configured to adjust the change range of the at least one parameter according to the target bandwidth ranges corresponding to the plurality of ride comfort indexes.

[0125] In one or more embodiments, the adjustment module 42 is specifically configured to:

[0126] determine a correlation value of each ride comfort index with respect to each parameter;

[0127] For each parameter and each ride comfort index, if the correlation value of the ride comfort index with respect to the parameter is greater than a first preset value, the change range of the parameter is adjusted according to the target bandwidth range corresponding to the ride comfort index.

[0128] In one or more embodiments, the adjustment module 42 adjusts the change range of the parameter according to the target bandwidth range corresponding to the ride comfort index, for:

[0129] S1, the change range of the parameter is adjusted to obtain an adjusted change range of the parameter;

[0130] S2, the first bandwidth range corresponding to the ride comfort index is determined according to the adjusted change range of the parameter;

[0131] ​S3, if the first bandwidth range is not located in the target bandwidth range, repeating the steps S1-S3 until a new first bandwidth range is located in the target bandwidth range, and taking the parameter corresponding to the new adjusted variation range as the variation range of the parameter of the suspension of the vehicle to be adjusted.

[0132] In one or more embodiments, the obtaining module 41 obtains a target bandwidth range corresponding to each of the plurality of ride comfort indexes obtained from the ride comfort test, for:

[0133] Obtaining first test data obtained from the ride comfort test of a plurality of vehicles under a preset working condition, the first test data comprising: first acceleration data of different vehicles under a plurality of ride comfort indexes on a preset road surface;

[0134] For each ride comfort index, determining a target bandwidth range corresponding to the ride comfort index according to the first acceleration data under the ride comfort index.

[0135] In one or more embodiments, the obtaining module 41 determines the target bandwidth range corresponding to the ride comfort index according to the first acceleration data under the ride comfort index, for:

[0136] Filtering the first acceleration data according to a second preset value corresponding to the ride comfort index to obtain second acceleration data less than the second preset value;

[0137] Determining the target bandwidth range corresponding to the ride comfort index according to the second acceleration data.

[0138] In one or more embodiments, before determining the target bandwidth range corresponding to the ride comfort index according to the first acceleration data under the ride comfort index, the obtaining module 41 is further configured to:

[0139] Filtering the first test data according to a first filtering range, the first filtering range being a hertz range determined based on a resonance response degree value of a human body.

[0140] In one or more embodiments, the preset working condition comprises at least one of the following: a concrete impact road, braking starting from a first preset speed; a damaged cement road, turning at a second preset speed; a straight-line braking road, braking starting from a third preset speed; a straight-line acceleration road, accelerating starting from a fourth preset speed.

[0141] In one or more embodiments, the ride comfort index comprises at least one of the following: front and rear fender pitch angle acceleration, front and left fender pitch angle acceleration, rear and left fender pitch angle acceleration, B-pillar lateral acceleration, vehicle pitch gradient-straight-line braking acceleration, and vehicle pitch gradient-straight-line acceleration acceleration.

[0142] It should be noted that the division of each module of the above apparatus is only a logical functional division, and all or part of the modules can be integrated into one physical entity or physically separated when actually implemented. The modules can all be implemented in the form of software invoked by a processing element. They can also all be implemented in the form of hardware. Some modules can be implemented in the form of software invoked by a processing element, and some modules can be implemented in the form of hardware. In addition, all or part of the modules can be integrated together or implemented independently. The processing element herein can be an integrated circuit having a signal processing capability. In the implementation process, each step of the above method or each module can be completed by an integrated logic circuit of hardware in the processing element or an instruction in the form of software.

[0143] As can be seen from the above, the adjustment device for vehicle parameters provided by the embodiment of the application can guide and constrain the adjustment direction of the parameters by associating and comprehensively analyzing the target bandwidth range of the multiple ride comfort indexes with the change range of the suspension hard point position, spring stiffness and other parameters, significantly improving the development and tuning efficiency of the suspension system and the change range of the final performance parameters, and further increasing the driving comfort of the vehicle, thereby greatly reducing the possibility of user car sickness.

[0144] Figure 5 The structure schematic diagram of an embodiment of the electronic device provided by the application is shown as follows, Figure 5 The electronic device can include a processor 52, a communications interface 54, a memory 56, and a communications bus 58.

[0145] The processor 52, the communications interface 54, and the memory 56 can complete mutual communication through the communications bus 58. The communications interface 54 is configured to communicate with network elements of other devices, such as clients or other servers. The processor 52 is configured to execute the program 50, and specifically can execute the related steps in the above adjustment method for vehicle parameters.

[0146] Specifically, the program 50 can include program code, and the program code includes computer executable instructions.

[0147] The processor 52 can be a central processing unit CPU, or an application specific integrated circuit ASIC, or one or more integrated circuits configured to implement the embodiments of the application. The one or more processors included in the vehicle can be the same type of processor, such as one or more CPUs. They can also be different types of processors, such as one or more CPUs and one or more ASICs.

[0148] a memory 56 for storing the program 50. The memory 56 can include a high-speed RAM memory and can also include a non-volatile memory, such as at least one disk memory.

[0149] The program 50 can specifically be invoked by the processor 52 to cause the electronic device to perform the following operations:

[0150] obtaining a target bandwidth range corresponding to each of a plurality of ride comfort indexes obtained through a ride comfort test, and a variation range of at least one parameter of a component in a suspension to be adjusted, the component including a hard point and an elastic element;

[0151] adjusting the variation range of the at least one parameter according to the target bandwidth range corresponding to each of the plurality of ride comfort indexes.

[0152] In one or more embodiments, adjusting the variation range of the at least one parameter according to the target bandwidth range corresponding to each of the plurality of ride comfort indexes includes:

[0153] determining a correlation value of each ride comfort index with respect to each parameter;

[0154] for each parameter and each ride comfort index, if the correlation value of the ride comfort index with respect to the parameter is greater than a first preset value, adjusting the variation range of the parameter according to the target bandwidth range corresponding to the ride comfort index.

[0155] In one or more embodiments, adjusting the variation range of the parameter according to the target bandwidth range corresponding to the ride comfort index includes:

[0156] S1, adjusting the variation range of the parameter to obtain an adjusted variation range of the parameter;

[0157] S2, determining a first bandwidth range corresponding to the ride comfort index according to the adjusted variation range of the parameter;

[0158] S3, if the first bandwidth range is not located within the target bandwidth range, repeating steps S1-S3 until a new first bandwidth range is located within the target bandwidth range, and taking a new adjusted variation range of the parameter as the variation range of the parameter of the suspension of the vehicle to be adjusted.

[0159] In one or more embodiments, obtaining the target bandwidth range corresponding to each of the plurality of ride comfort indexes obtained through the ride comfort test includes:

[0160] obtaining first test data obtained through a ride comfort test of a plurality of vehicles under a preset working condition, the first test data including first acceleration data of different vehicles under a plurality of ride comfort indexes in a preset road surface;

[0161] For each smoothness index, according to the first acceleration data under the smoothness index, the target bandwidth range corresponding to the smoothness index is determined.

[0162] In one or more embodiments, according to the first acceleration data under the smoothness index, the target bandwidth range corresponding to the smoothness index is determined, comprising:

[0163] According to the second preset value corresponding to the smoothness index, the first acceleration data is filtered to obtain second acceleration data less than the second preset value.

[0164] According to the second acceleration data, the target bandwidth range corresponding to the smoothness index is determined.

[0165] In one or more embodiments, before determining the target bandwidth range corresponding to the smoothness index according to the first acceleration data under the smoothness index, the following is further performed:

[0166] According to the first filtering range, the first test data is filtered, and the first filtering range is a hertz range determined based on the resonance response degree value of the human body.

[0167] In one or more embodiments, the preset working conditions include at least one of the following: a concrete impact road, braking starting from a first preset speed; a damaged cement road, turning at a second preset speed; a straight braking road, braking starting from a third preset speed; a straight acceleration road, accelerating starting from a fourth preset speed.

[0168] In one or more embodiments, the smoothness index includes at least one of the following: front and rear fender pitch angle acceleration, front and left fender pitch angle acceleration, rear and left fender pitch angle acceleration, B column transverse lateral acceleration, vehicle pitch gradient-straight braking acceleration, and vehicle pitch gradient-straight acceleration acceleration.

[0169] As can be seen from the above, the electronic device provided by the embodiment of the present application can guide and constrain the adjustment direction of the parameters by associating and comprehensively analyzing the target bandwidth range of the plurality of smoothness indexes with the change range of the suspension hard point position, spring stiffness and other parameters, significantly improving the development and tuning efficiency of the suspension system and the change range of the final performance parameters. Performance, thereby greatly reducing the possibility of user car sickness.

[0170] The embodiment of the present application provides a computer readable storage medium, the storage medium stores at least one executable instruction, the executable instruction runs on the electronic device / vehicle parameter adjustment device, and makes the electronic device / vehicle parameter adjustment device execute the vehicle parameter adjustment method in any method embodiment.

[0171] The executable instructions can be specifically used to cause the electronic device / vehicle parameter adjustment apparatus to perform the following operations:

[0172] Obtaining target bandwidth ranges corresponding to a plurality of ride comfort indexes obtained through ride comfort testing, and a variation range of at least one parameter of a component in a suspension to be adjusted, the component including a hard point and an elastic element;

[0173] Adjusting the variation range of the at least one parameter according to the target bandwidth ranges corresponding to the plurality of ride comfort indexes.

[0174] In one or more embodiments, adjusting the variation range of the at least one parameter according to the target bandwidth ranges corresponding to the plurality of ride comfort indexes includes:

[0175] Determining a correlation value of each ride comfort index with respect to each parameter;

[0176] For each parameter and each ride comfort index, if the correlation value of the ride comfort index with respect to the parameter is greater than a first preset value, adjusting the variation range of the parameter according to the target bandwidth range corresponding to the ride comfort index.

[0177] In one or more embodiments, adjusting the variation range of the parameter according to the target bandwidth range corresponding to the ride comfort index includes:

[0178] S1, adjusting the variation range of the parameter to obtain an adjusted variation range of the parameter;

[0179] S2, determining a first bandwidth range corresponding to the ride comfort index according to the adjusted variation range of the parameter;

[0180] S3, if the first bandwidth range is not located in the target bandwidth range, repeating steps S1-S3 until a new first bandwidth range is located in the target bandwidth range, and taking a new adjusted variation range of the parameter as the variation range of the parameter of the suspension of the vehicle to be adjusted.

[0181] In one or more embodiments, obtaining the target bandwidth ranges corresponding to the plurality of ride comfort indexes obtained through ride comfort testing includes:

[0182] Obtaining first test data obtained through ride comfort testing of a plurality of vehicles under a preset working condition, the first test data including first acceleration data of different vehicles under a plurality of ride comfort indexes in a preset road surface;

[0183] For each ride comfort index, determining a target bandwidth range corresponding to the ride comfort index according to the first acceleration data under the ride comfort index.

[0184] In one or more embodiments, the target bandwidth range corresponding to the smoothness index is determined according to the first acceleration data under the smoothness index, comprising:

[0185] The first acceleration data is filtered according to the second preset value corresponding to the smoothness index, to obtain second acceleration data less than the second preset value;

[0186] The target bandwidth range corresponding to the smoothness index is determined according to the second acceleration data.

[0187] In one or more embodiments, before the target bandwidth range corresponding to the smoothness index is determined according to the first acceleration data under the smoothness index, the following is further performed:

[0188] The first test data is filtered according to the first filtering range, and the first filtering range is a hertz range determined based on the resonance response degree value of the human body.

[0189] In one or more embodiments, the preset working conditions include at least one of the following: a concrete impact road, braking starting from a first preset speed; a damaged cement road, turning at a second preset speed; a straight-line braking road, braking starting from a third preset speed; a straight-line acceleration road, accelerating starting from a fourth preset speed.

[0190] In one or more embodiments, the smoothness index includes at least one of the following: front and rear fender pitch angle acceleration, front and left fender pitch angle acceleration, rear and left fender pitch angle acceleration, B-pillar transverse lateral acceleration, vehicle pitch gradient-straight-line braking acceleration, and vehicle pitch gradient-straight-line acceleration acceleration.

[0191] As can be seen from the above, the electronic device / vehicle parameter adjustment device provided by the embodiments of the present application can guide and constrain the adjustment direction of the parameters by associating and comprehensively analyzing the target bandwidth range of the plurality of smoothness indexes with the change range of the suspension hard point position, spring stiffness and other parameters, significantly improving the development and tuning efficiency of the suspension system and the change range of the final performance parameters. Performance, thereby greatly reducing the possibility of user car sickness.

[0192] The embodiments of the present application provide a computer program product, comprising a computer program, which is executed by a processor to realize the operations of the vehicle parameter adjustment method described above.

[0193] The implementation principle and technical effects are shown in the above disclosure.

[0194] The above description of each embodiment tends to emphasize the differences between each embodiment, and the same or similar parts can be mutually referred to. For the sake of brevity, the same or similar parts will not be described again.

[0195] The methods disclosed in the various method embodiments of the present application can be combined arbitrarily without conflict to obtain new method embodiments.

[0196] The features disclosed in the various product embodiments of the present application can be combined arbitrarily without conflict to obtain new product embodiments.

[0197] The features disclosed in the various method or device embodiments of the present application can be combined arbitrarily without conflict to obtain new method embodiments or device embodiments.

[0198] It should be noted that the computer readable storage medium described above can be a ROM, a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), a ferromagnetic random access memory (FRAM), a flash memory, a magnetic surface memory, an optical disc, or a compact disc read-only memory (CD-ROM) memory, etc. It can also be various vehicles including one or any combination of the above memories.

[0199] It should be noted that in this document, the term "comprising" or "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed, or further includes elements inherent to such a process, method, article or device. Without more limitations, the element defined by the statement "comprising a" does not exclude the presence of additional identical elements in the process, method, article or device including the element.

[0200] The above-mentioned embodiment numbers of the present application are only for description, and do not represent the advantages and disadvantages of the embodiments.

[0201] Through the description of the above embodiments, those skilled in the art can clearly understand that the above-mentioned example method can be realized by means of software and necessary general hardware nodes, of course, it can also be realized by hardware, but in many cases, the former is a better embodiment. Based on such understanding, the technical solutions of the present application can be embodied in the form of a software product in essence or in the form of a contribution to the prior art. The computer software product is stored in a storage medium (such as a ROM / RAM, a magnetic disk, or an optical disk), and includes a plurality of instructions for causing an apparatus (which can be a mobile phone, a computer, a server, an air conditioner, a vehicle-mounted terminal, or a network device) to execute the method described in each embodiment of the present application.

[0202] The present application is described with reference to flowcharts and / or block diagrams of the methods, vehicles, devices, and computer program products according to embodiments of the present application. It should be understood that each flow and / or block in the flowcharts and / or block diagrams, and the combination of flows and / or blocks in the flowcharts and / or block diagrams can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing apparatus to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing apparatus produce a device that implements the functions specified in the flowcharts and / or block diagrams. Figure 1 The functions specified in one or more flows and / or blocks. Figure 1 The functions specified in one or more flows and / or blocks.

[0203] These computer program instructions can also be stored in a computer-readable storage medium that can direct the computer or other programmable data processing apparatus to work in a specific manner, so that the instructions stored in the computer-readable storage medium produce a manufactured product including instruction devices that implement the functions specified in the flowcharts and / or block diagrams. Figure 1 The functions specified in one or more flows and / or blocks. Figure 1 The functions specified in one or more flows and / or blocks.

[0204] These computer program instructions can also be loaded onto a computer or other programmable data processing apparatus, so that a series of operation steps are performed on the computer or other programmable data processing apparatus to produce a computer-implemented process, so that the instructions executed on the computer or other programmable data processing apparatus provide a process for implementing the functions specified in the flowcharts and / or block diagrams. Figure 1 The functions specified in one or more flows and / or blocks. Figure 1 The functions specified in one or more flows and / or blocks.

[0205] It should be noted that the above-mentioned embodiments illustrate rather than limit the application, and that those skilled in the art will be able to design many alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word 'comprising' does not exclude the presence of elements or steps other than those listed in a claim. The word 'a' or 'an' preceding an element does not exclude the presence of a plurality of such elements. The application can be implemented by means of both hardware and software, and any combination thereof. In a unitary claim, several devices, apparatuses or means can be listed, comprising means for carrying out a certain task. The use of the term'means' in a claim is intended to refer to a combination of devices, apparatuses or means for carrying out a task. The word 'first','second', 'third', etc. do not imply any order. The use of these terms is to be construed as an indication of particular embodiments. Steps in the above-described embodiments, unless otherwise specified, are not to be construed as necessarily limiting the order in which the steps are performed.

Claims

1. A method for adjusting vehicle parameters, characterized in that, The method includes: The target bandwidth range corresponding to multiple ride comfort indicators obtained from the ride comfort test is obtained, as well as the variation range of at least one parameter of the components in the suspension to be adjusted, wherein the components include: hard points and elastic elements; The variation range of at least one parameter is adjusted according to the target bandwidth range corresponding to the multiple smoothness indicators.

2. The method according to claim 1, characterized in that, The step of adjusting the variation range of at least one parameter according to the target bandwidth range corresponding to the plurality of smoothness indicators includes: Determine the correlation value of each smoothness index with each parameter; For each parameter and each smoothness index, if the correlation value of the smoothness index to the parameter is greater than a first preset value, the range of variation of the parameter is adjusted according to the target bandwidth range corresponding to the smoothness index.

3. The method according to claim 2, characterized in that, The step of adjusting the range of variation of the parameters according to the target bandwidth range corresponding to the smoothness index includes: S1, adjust the range of variation of the parameter to obtain the adjusted range of variation of the parameter; S2, based on the range of change of the parameters after adjustment, determine the first bandwidth range corresponding to the smoothness index; S3. If the first bandwidth range is not within the target bandwidth range, then repeat steps S1-S3 until the new first bandwidth range is within the target bandwidth range, and use the new adjusted range of the parameter as the range of parameter changes for the suspension of the vehicle to be adjusted.

4. The method according to any one of claims 1-3, characterized in that, The target bandwidth ranges corresponding to the multiple smoothness indicators obtained from the smoothness test include: First test data is obtained from the ride comfort test of multiple vehicles under preset working conditions. The first test data includes: first acceleration data of different vehicles under multiple ride comfort indices on preset road surfaces. For each ride comfort index, the target bandwidth range corresponding to the ride comfort index is determined based on the first acceleration data under the ride comfort index.

5. The method according to claim 4, characterized in that, The step of determining the target bandwidth range corresponding to the smoothness index based on the first acceleration data under the smoothness index includes: Based on the second preset value corresponding to the smoothness index, the first acceleration data is filtered to obtain second acceleration data that is less than the second preset value; Based on the second acceleration data, the target bandwidth range corresponding to the smoothness index is determined.

6. The method according to claim 4, characterized in that, Before determining the target bandwidth range corresponding to the smoothness index based on the first acceleration data under the smoothness index, the method further includes: The first test data is filtered according to a first filtering range, wherein the first filtering range is a Hertz range determined based on the degree of resonance response of the human body.

7. The method according to claim 4, characterized in that, The preset operating conditions include at least one of the following: concrete impact road, braking starting from a first preset speed; damaged cement road, turning at a second preset speed; straight braking road, braking starting from a third preset speed; straight acceleration road, accelerating starting from a fourth preset speed.

8. The method according to any one of claims 2, 3, 5-7, characterized in that, The ride comfort index includes at least one of the following: pitch acceleration of the front and rear fenders, pitch acceleration of the front left and right fenders, pitch acceleration of the rear left and right fenders, lateral acceleration of the B-pillar, pitch gradient-linear braking acceleration of the whole vehicle, and pitch gradient-linear acceleration of the whole vehicle.

9. A vehicle parameter adjustment device, characterized in that, The device includes: The acquisition module is used to acquire the target bandwidth range corresponding to multiple ride comfort indicators obtained from the ride comfort test, and the variation range of at least one parameter corresponding to a component in the suspension to be adjusted, wherein the component includes: hard points and elastic elements; The adjustment module is used to adjust the variation range of at least one parameter according to the target bandwidth range corresponding to the multiple smoothness indicators.

10. An electronic device, characterized in that, include: The processor, memory, communication interface, and communication bus are provided, wherein the processor, memory, and communication interface communicate with each other via the communication bus. The memory is used to store at least one executable instruction that causes the processor to perform the operation of the vehicle parameter adjustment method as described in any one of claims 1-8.

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